Explosion-engine.



l. W.' BRADLEY.

EXPLOSION ENGINE. APPLICATION FILED ma.

Patented Sept. 28, 1915.

WITNESSES.-

IN V EN TOR my ///W Wwf/mfg f l B Y j ATITQRNEY EXPLGSIGN-ENGNE.

peeifwetion of Letters 'Patent Eljatented @ceptD ie., MM5.

Application med Haren 4, 19M. Serial l'o. 822,291.

T0 all w11 0m it' may 00a/fern Be it known that l, JOHN Vif. BRADLEY, e citizen of the United States, residing at Fruitvale, in the county of Alameda, icatate of California, have invented a new and useul ExplosionlEngine, of which the following is a specification in suoli full and Clear terms as will enable those skilled in the art to construct and use thesamo.

This invention relates to explosion engines lin the drawing in which the same reference numeral is vapplied to the same portion throughout, but .l am aware that there are igmny modifications thereo.

r'Figure l is1 a vertical sectional View of the complete engine, 2' is a plan view of the operative parts et the engine, the ily wheel being omitted for purposes of illus tration, Fig'. 3 is a plan View broken on the line SW3' Fig. l oi' the exhaust and inlet chambers, Fig. Ll is an enlarged sectional View of one side oli the exhaust and. inlet chambers., Fig. :"1-

a devehannent of the grooves in the timing cani, and Fig. ti is an enlarged 'vievv olli the timing-Cain illust-rating the diilereiiees in the depth of the grooves therein.'

rlhe ruuineral l indicates the engine hase.

which may be of any suitable forni to oarry the engine shaft bearings 2 and 3 and the explosion cylinder or chamber Li. The eX- plosion cylinder has arenovable head 5 secured in place by a suitable number of holts G.

The piston 7 is o't a well lcnovvn form used in connection with the erdinary '.lour cycle engines and has the piston rod 9 connected with the crank shaft 9, on which is a com mon type of fly wheel l0. The eranii; shaft also carries the tiniinggl earn ill, said cani car" frying out the functions of the ordinary one to two timing; gears used with the tour cycle engines, as will be later explained.

At the upper end et' the engine cylinder there are three outwardlg.' extendingp llanges l2, 13 and lll, said lianges forming; the haust chamber l5 and inlet chamber lll by having the ring li' placed. thereover, said ring;r having a suitable shoulder at its upper edge to prevent the saine from dropping oli' when placed .in the position shown in Fig'. l. The ring1 l? has an exhaust port at 18 and a boss at 19 into which the inlet pipe 20 extending; to the oarbureter 21 is screwed.

A plurality et' holes are bored into the engine cylinder haelt of the ring l; lroni each of the chambers l5 and ll, said holes beingr substantially equidistantly-plaeed and bored upon such an angle as to have their inner terminations as nearly in the saine plane as possible. Vt/ithin the c vlindorthere is the valve ring 2l. This valve ringr has a plurality of holes 22 therein uhieh holes are so placed as to precisely meet the holes from the inlet or the holes from the exhaust chamber whenever the valve is in either of said positions, being; alternately so plaeed, and elose enough together so that the total niotion of said valve ring;` is not more than threeqimrters of an inch to an inch and a halt', depending upon the size of the exhaust ports desired. 23 to permit it to elongate under temperature changesl without sticking. At its upper edge the valve ring is slotted at both sides to receive a transversely ezgtendingr lbar Q4 carried on the pin extending' through the Statline' hox 26 in the center et the engine head.

The engine is fired from the usual forni of spark plug Q7 at the side oli th :tuliing box 2li r The pin 25 has a crank arm 28 thereon to which is oonneetedthe link 29 Whieh is in turn eonnected with a lever 3G extending; down to the earn 1l and being pivoted on an arm 3l on the side of theengine cylinder. lhe lever il() hasn hole bored therein asin dicated in drittedlinesin Figi. and it has inserted. tlierein a pin tlf/J, said. pin hat The valve ring is slotted at' spiral ring 33 surrounding` the same and bearing upon the bottoni of the lever 30 and l'upon a collar -l integral with the pin 32,

said pin also lmving a `shoe-35 rounded at both ends which travels in the grooves oie. the cani 11.

The shoe travels through both 'ol' the grooves in the cani in two revolutions of the engine shaft, the oiifset portions thereof being' so positioned as to deliver the fuel to the c vlinde and hohl it therein and exhaust it therefrom in a manner vWell known with the four c vclc engine.

lt will be observed in the development ot' the cani Fig. 5 that the groove is divided into seven parts 3G, 37, 3S, 35), yl0, v/l-land i2, of which the parts 38 and 39 are in the saine plane, while the parts 36 and l-l are equidistantly placed on the opposite sides ot the plane of the ,.irts 38 and 3S). ylt will also be seen that the part 35o is curved deeper at 43 in order that the groove h), niay be deeper than either ot' the grooves 3S or 3S) to insure the proper shifting oi' the shoe 35 from the groove 3G to the groove -l-l, while the groove 4l is connected with the groove 3) b v the groove 40, while the `groove o8 is connected With the groove lo b v the groove Si'.

Assuming' the engine to be rotated in the direction indicated by the arrow Fig. l, it will be seen that'thc travel oil the grooves along the shoe 2:55 will. be .in the direction of vthe arrow Fie. 5 the enine beine' shown I? 7 C b substantially in the position indicated the shoe a plain view' of which appears in Fig. 5. It will, therefore, seen that dur ing:Y a movement of substantially 180 degrees the lever 3() will have been so moved as to berniit the ports therein to match the ports leading in to the engine explosion chamber from.. th'e supply chamber 16. At the conclusion of the down stroke the groove 37 will shift the lever to an intermediate position, whereupon it will pass into the groove 38, which groove is in the saine plane as the groove 39. f

The groove 3S and the groove 39 will maintain the shoe 35 and the valve 2l in the intermediate position during substantiall),r 36.0 degrees of the movement of the cam, the crank shaft thereby enabling the piston to carry out the compression cycle and the explosion cycle. at the end of the groove 39 the groove eltlggvill shift the shoe and lever 30 closer tno the engine frame into the groove il, which groove will maintain the exhaust open during substantially 180 degrees of movement of the crank shaft, therebyen abling the exhaust gases to escapo, whereupon at the end of the groove 41 the groove 42 will. quickly shift the shoe 85 and .its connected lever to 'the inlet position-to'repeat the cycle. f

ln order to assist in cooling` the engine, a

insane? suitable fan 50 surrounded i., a casing fr may be installed on the crunk shaft inside the engine base, said fan having a pipe 52 extending around through. the engine frame and out into a pipe 53, which pipe is connected with the flange 12 at a point substantially opposite the exhausiL opening in the ring l?. In order to pre ent the exhaust gas from blowing back into the fan, the pipe 53 is provided with a suitable check valve From the above description it Will be seen that during all of the trme'that the engine is running airvvvill be blown through 'he pipe into the exhaust chamber, except. when the pressure therein is greater than the pressure supplied the source of cooling air.

Such additional cooling devices nia-y lie used as may become necessary, but such devices other than the ones indicated herein forni no part o this invention and hence are not illustrated.

Having thus described my invention what l claim as new and desire to secure by Letters Patent of the nited States, is as follows, inodiications Within the scope of e claims, are expressly reserved:

1; In an explosion engine, an enginefranie having,- an explosion chamber therein, a )lurality of iianges carried by said engine frame and i'ormii'ig with a ring an exhaust chamber and an inlet chamber around the explosion chamber, a crank shaft, piston connected with the crank sha-it, an annular valve within the explosion chamber and hav,- ing ports capable if being; placed in juxtaposition with ports extending'through the holes of the explosion chamber into the inlet chamber and the exhaust chamber respectively, levers to oscillate said valve, and a cani on the crank shaft to causesaid valve to be oscillated to be placed successively .position to permit the inlet of the explosive gas on a compression thereof and thevex? haust thereof troni the explosion chamber.

2. ln an explosion ,Q l an 'engine frame having a combustion chamber therein and provided with a plurality of ii anges adjacent the end of said chamber and forming with a ring an inlet chamber and an exhaust chamber, a crank sha-ft, a 'piston connected With said crank shaft, a fan, ineans to deliver air to the exhaust chamber, and a suitable valve for carrying out the cycles of the explosion engine.

3. ln an explosion engine, an engine frame luiving` an explosion chamber therein, a pluralit)7 of flanges carried by the engine frame and forming with a ring an exhaust chamber and an inlet chamber around the explosion chamber, a. crank shaft, a piston connected with the crank shaft, an annular valve within the explosion chamber and having ports capable of being placed in register with ports extending through the Walls of the exhgtutmly hand this 2d dey of Febru'ary A.. D.

Ithe .explosion chamber into I V respeetively, 1914, in the presence o'f the twb subscribed chamber and inlet chamber and means to oscllate seid vlve to succes- Witnesses. 'sively plece the openings therethrough in JOHN W. BRADLEY. register 'with the inlet ports 'and exhaust Witnesses:

C. P. GRIFFIN,

ports. f

In testimony whereof I have hereunto set L. H. ANDERSON. 

